Take a look at Table 7-3, and look at the loads per saddle in the y-direction. Within the brackets you have the term (Ws+Fy), where Fy is defined above Table 7-2 as K*Ws. So in effect, the total load they recommend considering is Ws(1+K), where K is the factor that depends on mode of transportation. So, you have to add dead load to the transportation acceleration.

The vertical factor for both road and rail are comparable in PIP to the values included in the Pressure Vessel Design Manual, so I suspect you should be using the same approach.

RE: Transportation Acceleration Loading

I believe that Note 2 on the table of your attachment specifies that 1g is already incorporated on the downward acceleration values. Also, we prefer to use the acceleration values provided by the freight forwarder, if available.

RE: Transportation Acceleration Loading

Jtseng123:
The two different sets of criteria, ASME and FMCSA shown above are two completely different animals. The ASME criteria are intended to indicate transport loads which might be induced on pressure vessels and the like during transit, and we should design our vessels for these possible loads. The FMCSA criteria are intended to insure that any given load does not shift on or fall off of a hauler/trailer in transit. And, the assumption is that the hauler/trailer better be strong and stable enough to handle these loads. Two completely different considerations, although they are about the same range of magnitudes.

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